Speed-control system for vehicles



Nov. 10 1925.

P. J. SIMMEN SPEED CONTROL SYSTEM FOR VEHICLES TOR U PAUL J. 51mm Inv IBY "mo 9 'AwoRntY Filed Patented Nov. 10, 192 5.

f.v U TED STATES PAUL J. SIMMEN, or EDEN, NEW YORK.

SPEED-CONTROL SYSTEM non vnnronnsfi- Application filed April-21, 1921. Serial No. 463,328.

To all whom it may be concern: 7

Be it known that I, PAUL J. SIMMEN, a citizen of the United States,-residing at Eden, in the county of Erie and State of New York, have invented certain new and a useful Improvements in Speed-Control Systems for Vehicles, of Which the following is a specification.

This invention relates to speedcontrol sys{ tems for vehicles. A 1

The improvements, generally stated, involve first the combination of a single unit pick-up with means for establishing more than three different circuit conditions and to change of grade conditions "or to otherv track way conditions tending to retardor accelerate the speed of the train; fourth the combination in train speed control with submaximum speed controlor selection of gear ratio control or selection applicable 'or adaptable to phases of speed control or train control-generally; -'and fifth the provision as elements of speed controlling mechanism of gear transmissions wherein certain gears function in one case to transmit movement and in the alternative case to arrest movement, further wherein the engagement of the cooperating 'gear elements depends absolutely upon, open circuit conditions and is normallyprevented by closed circuit conditions and finally wherein similarly acting mutilated gears are differentiated from one another by the degree of mutilation," thereby to provide for difl'erent speed limits.

The invention further consists of various features of structure and combinationwhich will appear as the description proceeds. I

An illustrative physical embodiment of the invention in whichmits principles .are

applied is disclosed in the drawing wherein: Figure 1 1s a schematlcview of the system,

is a detail view to show the track and i Figure 2 way circuits. l

For the purpose of-illustration I ,have selected as the'circuits for;creatingthediifer ;1'

entv conditions to i'which the; speed control JDEChaDlSITO s responsive the cab circuits and track way circuits wlnchafe disclosed in. a

myPat-ent No, 1,399,027, issued December 6, 1921. practlce' I have also shown signal lamps in: the several cab clrcuitsf E In accordancewith the standard 'A car C is illustrated asbeing 2 by the showmg of the axle 3 and the) wheels at; The car carriesirelays .A R and E D R'which are usedto control thedevices responsive to different c'abflcircuit condi..

tions. These devices, in accordance with the present 1nvent1onare elements of the vspeed control mechanism and with them may be combined other devices such as (the signal lamps 76 to 81 "by which the existenceof the different conditions may be made manie fest and whosev :use, broadly considered,

simply conforms to standard' practice. v In order appropriately to control the-relays "A Band D Rthe car is provided with a shoe'r5 pivoted'or otherwise suitably mount- 7 ed forfmovem-ent. .Theshoe 5 operates electrical contacts and contacts with and is lifted and controlled by the" ramp 8 position-ed alongside of arail 2. The shoe 5,

by its contactwiththeramp 8, is effec tive for its intended purpose, that is to say thecontrolof ,the relays A R and D R,- a

by virture of a" source of ,direct current 9 andwa sourceof, alternating current '10, bothshown as-provided on the track-Way.

One-terminal of the alternating-current f generator-1O is "connected to one rail 2vby means of wire 11, condenser 12 andiwire 13'andthe other terminal ofth-e generator 10 isconn-ected to ia'mp'8 by means of wire 15, hand-switch-lti and wire 17. The source *ofdirect current 9, hereinillustrated as a battery, is also 'connected to the rail 2 and Since it is. desired at times to 1/ ramp 8.

have the ramp 8 connected with a positive or negatively,

and respectively and the ramp 8 is negatively energized and also if the car be advancing and the shoe 5 in contact with the ramp the positive current will flow flOIll' wire 34 to rail 2, the circuit then being as follows wheel 4, axle 3, wires 57 and 66, relay D R, wire choke coil 54, wires and 53, shoe 5, ramp 8 and thence by wire 28 to the negative terminal of the source 9. The curent flowing in the above traced path will negatively energize relay D R and so cause the polarized armatures 46 to 49, inclusive, to swing to right hand positions corresponding to the left hand positions shown in the drawing. The negative energization of relay D R is maintained by a'stick circuit as follows: battery 68, wire 69, polarized armas' ture .46 in the right hand position, wires 73,57 and 66, relay D R, wire 50, choke coil 54, wires 55 and 53, shoe 5, wire 67, armature 43-, wires 72 and 71, polarized armature 47 in the right hand position and wire 74 to the other terminal of the battery 68.

It will, of course, be understood that whether relay the armatures 43, 44 and 45 will be in the upper positions and it will be only when relay D R is not energized at all that these armatures are in the lower positions. It will also be understood that polarized armatures 46 to-49 inclusive will remain in the positions to which they have last been moved until the relay D R has been reverse ly energized. I

The speed control systemutilizes a controlling element, preferably a cam 110, which by its position at any gi've-n'moment determines and limits the. permissive maximum speed in accordance with changing track-way conditions and hazards. The cam 110 is mounted on an operating shaft 111 and is constantly subject to the action of a spring 112 which may be connected to said shaft and which moves the cam in a direction to permit the speed of. the train to'be increased, such movement of the cam being limited by a stop pin 113. 'A trainpipe release valve is illustrated at V and is op erated by a magnet 114, the construction being such that. the valve is closed so long as the magnet is energized but opens upon its deenergization. The magnet 114 is in circuit with a battery 1115', the circuit having the relatively movable terminal contacts 116 and 117. The contact 116' is secured to a pivoted arm 118 operated by the. cam 110 and held by a spring in bearing engagement with said cam." The contact 117 normally bears as a spring on the contact 116 and is secured to a forked bar 119 which is pivoted at the end of the arm 1,18 and is a centrifugal governor 120, the

operated by forked endof the bar 119 fitting over the sleeve 121 whose movement is effected by D R is energized positively simultaneously inoperative.

the weighted arms of the governor. The

sleeve 121 is provided witli'a flange 122 which at times acts on the bar 119 to cause the separation of the contacts 116 and 117.

suitable gearing. It will be apparent that as the arm 118 is moved downward by the cam 110 the first effect will be the disengagement of the contacts 116 and 117 with re-- sultant opening of the circuit of the valve V and operation of said valve to-set the brakes. It will also be apparent, assuming a lowered position of the arm 118, that the V reengagement of the contacts 116 and 117 will be effected only as the sleeve 121 moves downward proporti-onately'to the movement of said arm whereby theflange 122 will permit the bar 119. to' assume its normal position relative to the arm 118. I

The shaft l23'drives a countershaft 124 connections by means responsive to differentwhich in turn drives a number ofunit gear 7 circuit conditions as established .by a single 7 unit pick-up. The gear connections are einployed for the operation of the cam shaft 111 and, in the embodiment disclosed and also consistent with certain features of the invention, all of the gear connections are' so employed. These gear connections while similarly constructed differ from one (another in some detail of their elements so that each gear connection will produce a particular operation of tliecam shaft 111 and a particular resultant phase of train control different from the operations and resultant train control phases produced by the other gear connections. p

The cab and track circuits described provide for six different circuit conditionspun suant to which six phases of speed control, each responsive to a particular circuit condition, may be utilized in the embodiment disclosed. As shown there are five unit gear connections between the countershaft 124 and the cam shaft 111 and these gear con-f nec'tions, in the order of theirrelation to 1 the respective circuits in which ,the signal lamps 77 to 81 inclusive, may be inserted,'; are designated and distinguished as 7 7, 7 8,

79, 80" and 81?. Each of these gear con nections may be operated to produce a particular phase of speed control and thereby five phases of speed control are available.

The sixth and normal phase of speed con trol, that is to say the absolute maximum speed, is produced by maintaining the five unit gear connections, 77 to 81 inclusive,

Inthe embodimentdisclosed the unit gear connections are similarly constructed and the description of this paragraphapplies comprises a shaft 125 carrying a bevelgear 126 inmesh with a bevel gear 127 on the shaft 124, an extension shaft 128 connected by a universal joint 129 to the shaft 125 and provided with a worm 130, and a worm wheel 131 mounted on the cam shaft 111 for engagement Wltll', tll worm 130, the worm wheel 131 having a mutilation or interruption 132. It will be apparent that the gear connection is rendered inoperative if the extension shaft 128 be so held that the worm 130 will not mesh with the worm wheel 131. It will also be apparent that if the extension shaft be in its -operative position the operation of the gear connection will be limited by the worm wheel mutilation 132, whose length thus determines the particular speed limit position of the cam 110, and also that the worm will co-operate as a stop or detent with an adjacent end tooth of the Worm wheel to limit the move- I ment of the cam shaft 111 by the spring 112.

This latter feature is of value when the speed limit is changed from a lower to a higher speed. Thus the shorter the mutilation 132 the lower will be the limit of speed established by the cam 110; and if the change be made, for example from the minimum speed limit to either of the sub-maximum speed limits, no operation of the worm wheel 131 of the sub-maximum gear connection, qua worm wheel, takes place but merely the, engagement of the end tooth of such worm wheel advancing in the direction effected by the spring 112, in the manner of a stop shoulder against the end of the lowered companion worm 130.

By reason of the relatively large number (six) of phases of speed control the invention not only makes possible a wholly adequate range of permissive running speeds, that is to say absolute maximum, two sub-maximums and minimum but also makes possible the. acceleration or retardation of the movement of the speed controlling cam 110 in providing for a. definite speed limit, i. e., the minimum limit, in orderto compensate for change of grade conditions (or other tracleway conditions, such as permanent hazards) tending to retard or accelerate the speed of the train. This will more clearly appear if it be noted thata train of given weight travelling on the level at given maximum speed has a determined speed reduction cum ,1 from maximum to minimum if new this same train be travelling upgrade its speed will be retard-ed and the speed reduction curve will be shortened; and if on such tip-grade travel a reduction to minimum speed be required this will be certainly effected in conformity to the shorter braking distance if the movement of the cam 110 be accelerated, thereby to enable shortening of theblocks and resultant in crease in track capacity. On the other on such down-grade travel a reduction to v minimum speed be required this will be made conformable to the longer braking distance by retarding the movement of the cam, thereby requiring a (block-of suitably increased length but insuring that the minimum speed limit is established before the train moves into the block ahead.

As previously stated the absolute maxi-- mum speed limit for normal running, for example seventy miles per hour, is provided for by the inoperative condition, simultaneously, of all the .unit ggear connections. 7 The first sub-maximum speed limit, for example fifty-live miles per hour, is provided for by the unit gear connection 77*. The unit gear connection "78 Whose worm wheel mutilation 132 is shorter than the worm wheehmutilation of the :unit gear connec tion 77%, provides for the second sub-maximum speed limit, for example, thirty miles per hour, and the unit gear connection 81" having a still shorter worm wheel mutilation 132, provides for the minimum speed limit, for example ten miles per hour. The unit gear connection 79, by virtue of the greater diameter and number of teeth of its gear 127, accelerates the. action of the cam 110 in establishing a particular speed limit such as the minimum :limit and the unit gear connection 80 by virtue of the small er diameter and number of teeth of its gear 127 retards the action of the cam 110 in establishing such speed limit.

The combination of phases of different speed limits and phases of accelerating or retarding the movement of the 50am 110 in establishing a. particular speed limit ispre-- ferred. However, it is to be noted that'in the mechanism described I have also provided, in combination with subanax-imum speed control or selection, gear ratio control 'orselection and :that other features of speed control, or .it might be train control broadly considered, .and responsive to gear ratio select-iom nay be utilizedinstead of those described. g

The extension shafts 128 are normally held to disconnect the worms 130 from the worm wheels 1531 by eleetro-magnets one .for each shaft, and, in the order of their correspondence to the unit gear connections 7" to 81 inclusive, these magnets are designated and distinguished as 77", 78 79 80 and 81". Each of these magnets has a coil 133 and an armature 134 and in the embodiment shown the armatures 1341 are utilized, when the coils are energized to hold the extension shafts 128 in positions wherein the worms 130 will not mesh with the worm wheels 1'31.

For convenience of description it may be wease assumed, in accordance with the disclosure of the drawing, that the coils 133. are, bridged across the circuits of thelamps 76 to 81 inclusive. This will appear in detail n the further description.

For normal running the ramp 8 may be supplied with alternating current and. posi; tlve direct current and it may be assumed that the lamp 7 6 is responsive to the circuit condition thereby established. All of the coils 133 will then be energized and the lamp 76 will glow. The drawing shows the, circuit condition which obtains during. normal running, that is to say when alternating current and positive direct current is supplied to the ramp 8. In such case relay A R is energlzed, relay D R is poslt vely energized and the armatures 46 to 49 inclusive connected to the wire 57 and the wire 137,

common to the coils, is connected to them" by wires 138 and is also connected to the wire 85; thereby, the bridged circuit through thecoils 133 may be traced as follows, commencing with the wire 85; wires '85. 137, 138, all the coils 133, wires 135, 57, and 73, armature 46 and wire 74 to battery. 'It will be obvious that when all of the coils 133 are energized no operation of the cam shaft 111 takes place and the oam 110 is thus held by the spring 122 in the position to provide.

the absolute maximum speed limit for normal running. v

The second circult oonditionls established when alternating, currentis supplied to the ramp and the ramp is negatively instead of 1 stance. The lamp 77 may be assumed to be responsive to this circuit condition. In this case relay A R is energized, relay D R 1s negatively energized and armatures 46 to 49 inclusive, are moved to the right-hand;

positions. The circuit thus established may be traced as follows battery 68, wires 69 and 75, armature 46 in the right hand position, wires 73, 57, 91, 90, e9, 88, and 87, lamp 77, wire 97, armature 49 in the right hand position, wire 84,- armature 44, wire 83,.

armature 42, wires 82 and 71, armature 47 in the right hand position, and wire 74to the other terminal of battery 68. In thiscase wire 135 acts as 'a supply [wire for the coils 133 and current from said coilsis returned by a wire 139 which is connected to the wires 138 of all the coils exceptfthe coil. of the magnet 7 7 b and which is also connected to the wire 97. Thereby all of the mag? limit is established.

shoe 5 consequent to-f its contact with. the

the 'coils 133 except that ofjthe magn tions corresponding to the left nets; are energized ,except the magnet- .77" V and thisimagnet, by. its deenergizat on effects thefselection of theunit gear'cjonned tionr77: operative/1 y to. connectrthe cam shaft 111: and the countershaft (-124; with resultant movement of the cam 11Q1'to a position. wherein the first sub-maximum speed The third circuit condition ,isestablished when they ramp 8 is supplied with positive direct current. only. The lamp- 78 may be assumed to be, responsive to this condition. In this case relay' A R is deenergized because its stick circuit is broken by the raising of ramp, while relay'D B is :positively[energized and the armatures 46 to 49, inclusive, are movectto, the, left hand positions as shown in the drawing; ,The circuit thus established may be traced as follows: bat- '-te1"y68,wires 69 and $76, polarized armature 47, wires 71 and'82, armature 42 in-its lower position, wire 98, armature 45, wire;;99,;armature 48, wire 100, lamp 7 8, Wires 88,89, 90, 91, 57, and 73, armature 46 in the left;

hand position and wire 74 to battery .68.

In this case the wire 135 servesasthere turn wire from the coils 133--and.the .current .is supplieed by a wire 140 which is connected to allof thewires 138 exceptthatv of the magnet 78. and whichis falsoqconnected to the 'wire 160, Thereby the current flows from thewwire 100 through all of and {returnsfby wires 136, .135, 57 @7173, armature 46 andwire 74 to battery 68.

connection between the c0untershaft124 and the cam shaft 111. Theunitgear connection 78 effects the movement of the cam 1110 to aposition in which thelsecond subpositively energized as in the preceding 1nv maximum speed limit is established. 3

The fourth c1rcu1t condition is established when the ramp 8 is supplied only with negative direct current. .The lamp 79may beas- 'gized and the relay D R is negatively energized and thereby moves the polarized armatures 46 to 49inclusive to the right hand positions corresponding to the left hand posihand positions shown in the drawing. The circuit thus established may be'traced asfollows: battery 68, wires 69 and 7 5,polarized armature 46 in the right hand position, wires 73, 57, 91, and 89,,la1np 79, wire,101,'po,- larized armature 48in the Iight handposition, wire 99, armature 45, wire 98, armature 42 in its lower position, wires 82' and 71, polarized armature 47, in its right hand position and'wire 74 to battery 68. In this will thus be apparentfthat alliof the mag-' Y case the wire 135 serves as a supplyi'wire for the coils 133, all of which except the coil ofthe magnet 79 are connected by'the wires "138 to a return wire 141 which is also connected to the wire 101. It will be obvious that all of the magnets will be energized except the magnet 79* which thus effects the selection of the unit gear connection 79 op- 'erativelyto connect the cam shaft 111 to the counter shaft ,124. As previously en plained this gear connection, in the embodiment disclosed, operates to move the camspeed limit.

110 at an accelerated rate to the position required for the m-iniinuin or other particular Tlie fifth circuitcondition is established when alternating current only is supplied tothe' ramp 8 ,The lamp 80 may be assumed to be responsive to this condition. In

this case relay AP is energized but relay D R is deenergized because its stick circuit is broken at the plate by the raising of thesh'oef5 by the ramp 8. The armatures 46 to 49 inclusive are ineither right or left hand positions, according as the previous energization of the relay D R- was negative or positive. Assuming that the last energization Of relay D Rivas negative, so that the aimatures 46 to 49 inclusive are in their right hand position, the circuit may be traced as follows: battery 68, wires 69 and '7 5, armature 46 inthe' right hand position, ,wires 73, 57, 9 1, and 90, lamp 80, wire 102,

Lfarmat'ure 44in the lower position, wire 83,

142 acts as a return wire for all of said 40 coils except'the coil ofthe magnet Said magnet being thus deenergized effects the selection of thevunit gear connection 80 which as previously explained operates to move the cam .toitsminimum or other particular 'speedlimit position but at a retarded rate.

The sixth and final circuit condition is established when no current of any character is supplied to the ramp'8. In this case the relays A R and D R are both deenergized,

the armatures 41'to 45, inclusive, ar'e'in their lowered positions and the armatures 46 to 49, inclusive, are in either right or left hand positions, accordingly as the previous energization of the relay D .R was negative or positive. The lamp 81 may be assumed.

to be responsive to the circuit condition thus established and the circuit, assuming that the aimatures 46 to 49 are in their left hand positions consequent to the last energization of 'themagnet'D B being positive, may be traced "as follows: battery 68, wires 69 and 70, armature47, wires 71 and 82, armature wire '98, armature 45, wire 103, lamp 81, wire 91,, wires .57 and 73, armature 46 and 1,5eo,61i

Wire 7 to battery 68. Inthis case the Wire 135 acts as a return wire for the coils 133 and 7 current is supplied by awire 143 to all of said coils except the coil ofthe magnet 81, the wire 143 being connected to the wire 103. Thereby the magnet 81 is deenergized and selects the unit gear connection .81 which effects the movement of the cam 110 at the normal rate to its, minimum speed V limit position. 7 v

' It will be understood that nov specific description herein contained is intended to impose any limitation upon the scope of the appended claims or to be taken otherwise than for the purpose of exposition,

Having fully described my invention, I claim:

1. In a system of control for vehicles, the combination with a vehicle and a trackway of a single unit associated with the trackdiii erent characteristics may be impressed,

means acting responsively to the electrical condition of the unit for selectively establishing one of at least four circuit conditions on the vehicle, and speed control means having elements for establishing permissive speed limits, said elements bein severally operatively responsive to particular circuit conditions in the vehicle.

3. In a system of control for vehicles, the

combination with a vehicle and a trackway of a single unit associated with the trackway and upon which electric current of different characteristics may be impressed, means acting responsively to the electrical condition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, speed control mechanism having sundry operating elements normally inoperative and normally closed circuits for the control of said electrical devices and which severally open responsively to part-icular circuit conditions in the vehicle.

4. In a system of control for vehicles, the combination with a vehicle and a trackway of a single unit associated with the trackway and upon which electric current of diiierent characteristics may be impressed,

,nieans acting responsively to the electrical condition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, power driven unit gear connections, and means responsive to different circuit conditions for influencing the operation of an appropriate'gear connection 5. In a system of control for vehicles, the

combination with a vehicle and a trackway of asingle unit associated with the trackway and upon which electric current of different characteristics may be impressed, I means acting responsively'to the electrical Y sive in openingto particular circuit con-' condition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, powerdriven unit gear connections, electrical devices for controlling the-operation of said connections and normally closed circuits for sa d electrical devices, said circuits being severally responditions in the vehicle.

6. In a system of control for vehicles, the combination with a vehicle and atrackway of a singleunit associated with the trackcondition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, normally inoperative power driven unit gear connections, and means responsive to different circuit conditions in the vehicle for selecting and establishing the operation of an appropriate gear connection.

7. In a system of control for vehicles, the combination with a vehicle and a trackway of a single unit associated with the trackway and upon which electric current of different characteristics may be impressed, means acting responsively to the electrical condition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, speed controlling mechanism including normally inoperative power driven unit gear connections as elements for establishing permissive speed limits, and means responsive to different circuit conditions in the vehicle for selecting and establishing the operation of an appropriate gear connection.

8. In a system of control for vehicles, the

- combination with a vehicle and atrackway of a single unit associated with the trackway and upon which electric current of different characteristics may be impressed, means acting responsively to the electrical condition of the unit for selectively establishing one of at least four circuit conditions in the vehicle, speed controlling mechanism including normally inoperative power driven unit'gear connections as elements for establishing permissive speed limits, electrical devices for controlling the operation of said connections and normally closed circuits for said electrical devices, said circuits being severally responsive in opening to particular circuit conditions in the vehicle.

9. In. a system of speed control forvelii cles, the combination of a controlling element movable to different positions whereinit establishes different limits of permissive speed and selectively operable devices for moving said element-to a particular position, certain of said-devices acting to I accelerate and retard the movement of said element relatively to its rate of movement as operated by the other devices. 10. In a system of speed control for vehi' cles,-the combination of'a controlling Selement movable 'to different positions wherein it establishes difierent limit-sof permis' sive speed, means forinoving. said element" to positions wherein it establishes sub-maximum -speed limits, 3 means for m0v1ngsaid elcmentto a particular position at an accelerated rate, and means for moving said element to a particular position .at a re-u 'tarded rate. i

11. In a systen'i of speedcontrol for.velii cles,,the combination of a controlling element movable to different positions wherein speed, gear ,elements for severally opera-ting v i said element and operable in certain intances to establish sub-maximum speed? limits at a rateconforming to the normal braking curve and in other instances to establish particular speed limits at rates 0011- I ing geared to said shaft at different ratio.

from the other connections and means responsive to particular circuit conditions in the vehicle for selecting and establishing the operation of a particular gear connection.

13. Ina system of speed control for vehicles, speed control mechanism including ani operating shaft, unit gear connections driven thereby, certain of said gear connections being geared to said shaft at different ratio from the other connections, a controlling element movable to positions in which it establishes different limits of permissive speed and upon which said gear connections selectively act, and means responsive to particular circuit conditions in the vehicle for selecting and establishing the operation of a particular gear connection.

14. I11 a system of speed control for vehicles, speed control mechanism including an operating shaft, unit gear connections driven thereby, certain of said gear-connections being geared to said shaft at difit establishes different limits of permissive-9,

ferent ratio from the other connections and av controlling element movable to positions in which it establishes dilferent limits of permissive speed and upon which said gear connections selectively act.

15. Speed controlling mechanism for vehicles including a controlling element and gear connections transmitting movement thereto through paths of varying lengths, certain co-operating gears of each connection functioning in one direction to transmit movement, the one to the other, and to control the degree of movement transmitted and functioning invthe reverse direction to oppose the movement of one another.

i 16. Speed controlling mechanism for vehicles including a controlling element and gear connections for operating the same,

each. gear connection including a Worm Wheel associated With the controlling element and having a mutilation and a driven Worm for co-operation with said Wheel, said Worm acting in one direction to limit the return movement of said Wheel, the Worm Wheel. of each connection havinga different degree of mutilation from the Worm Wheels of the other connections.

.Sl 'iilarly acting gears having mutilated portions Whose extent determines the degree of operative movement of sald element, sald mutilated portions being diflerentiated in.

degree thereby to establish different submaximum speeds.

18. In an automatic train control, in combination: a vehicle; a permissible speed device on the vehicle movable to a plurality of maintained permissible speed positions; means including a plurality of gear trains normally out of mesh for driving the permissible speed device to its various posi tions and means including trackway devices for selecting the particular train for driving to thereby establish a particular maintained permissible speed.

In testimony whereofl affix my signatu re.

PAUL J. SIMMEN. 

